NOTIFICATION NOTIFICATION NO. 40 Amendment No. 2 /IRC: 2015/February, 2021 (Effective from 1° May, 2021) To IRC:S-2015 “Standard Specifications and Code of Practice for Road Bridges, Section I- General Features of Design” (Eighth Revision) SL] Clause No. For Read No.| Page No. 1 Clause | Bridge located across streams having gravel | Bridge located across streams having gravel No.106.9.3.5 | or boulder beds (normally having weighted | or boulder beds (normally having weighted (Pg. No.26) | diameter more than 2.00 mm), there is yet no | diameter more than 2 mm), there is yet no rational formula for determining scour|rational formula for determining scour depth. However, the formula given in Clause | depth. However, the formula given in 106.9.3.1 may be applied with a judicious | Clause 106.9.3.1 may be applied with the choice of value of D, and K,, and the results | following silt factors, for particle size more compared with the actual observations at the | than 2.00 mm. site or from experiences on similar structure || _ Bed Matetals [Mean sve of | Sit ator nearby and their performance and decision |} pare Bo So taken based on sound engineering judgment. |]. gam iss ts cam) ‘Gavel ine) si To 4.15mi 20mm) Gravel (Coarse) TET oy (20 $0mm) Cobbles and aT To Boulder (> 80mm) The results may be compared with actual observations atthe site or from experiences on similar structure nearby and their performance and decisions taken on the basis of sound engineering judgement. NOTIFICATION NO. 41 Amendment No, 6 /IRC:6-2015/February, 2021 (Effective from 1* May, 2021) To IRC:6 -2017 “Standard Specifications and Code of Practice for Road Bridges, Section-II Loads and Load Combinations” (Seventh Revision) SL] Clause No. For Read No.| Page No. 1 | Clause No.215 Temperature (Pg. No. 56) Clause [General 215.1 General No.215.1 [Daily and seasonal fluctuations in shade air] 215.1.1 Definitions: (Pg. No. 56) | temperature, solar radiation, etc. cause the Maximum shade air temperature as following: 4) Changes in the overall temperature of the bridge, referred to as the effective bridge temperature. Over a prescribed period, there will be a minimum and a maximum, together with a range of effective bridge temperature, resulting in loads and/or load effects within the bridge due to given in Annexure F (State wise Highest ‘Maximum and Lowest! Minimum Temperature). ‘Tmin= Minimum shade air temperature as given in Annexure F (State wise HighestMaximum and Lowest/ Minimum Temperature), ‘To,max= Upper bound of the initial effective bridgetem perature when the INDIAN HIGHWAYS MAY 2021 29NOTIFICATION si, No. ‘Clause No, Page No. For Read i) Restraint offered to the associated| expansion/contraction by the form of| construction (e.g., portal frame, arch, flexible pier, elastomeric bearings) referred to as temperature restraint; and ii) Friction at roller or sliding bearings referred to as frictional bearing restraint; ) Differences in temperature between the top surface and other levels through the depth of| the superstructure, referred to as temperature difference and resulting in associated loads and/or load effects within the structure. Provisions shall be made for stresses or movements resulting from variations in the temperature structure is effectively restrained. ‘Tomin-Lower bound of the in ital effective bridge temperature when the structure is effectively restrained Te,max= Maximum Effective bridge temperature for design Te,min= Minimum Effective bridge temperature for design 215.1.2 Thermal Actions: Daily and seasonal fluctuations in shade air temperature, solar radiation, etc. cause the following thermal actions: a) Uniform Temperature Component: It is the temperature, constant over the cross section, which governs the expansion or contraction of an element or structure due to changes in the overall temperature of the bridge. Over a prescribed period, there will be a minimum effective temperature (Te,min) and @ maximum effective temperature (Te,max) together with @ range of effective bridge temperatures (Te,max to Te,min), resulting in loads and/or load effects within the bridge due to: 4) Restraint offered to the associated expansion! contraction by the form of construction (¢., portal frame, arch, flexible pier, elastomeric bearings) refered to as temperature restraint; and ii) Friction at roller or sliding bearings referred to as frictional bearing restraint; iii) Expansion and Contraction movements forbearing design. b)_ ‘Temperature difference component: Differences in temperature between the top surface and do there levels through the depth of the super structure, referred to as temperature difference and resulting in associated loads and/or load effects wit inthe structure 30 INDIAN HIGHWAYS MAY 2021NOTIFICATION SL] Clause No, For No.|__ Page No. Read 2] Clause No. | Range ofetfectivebridge temperature _| 215.2 Range ofelfective bridge temperature 2152 (eg, no, 36) _| Effective bridge temperature forthe location of] Effective bridge temperature forthe locaton of| the bridge shall be estimated from the ‘maximum and minimum shade air temperature zziven in Annexure F, Forbridge locations other than the stations listed in Annexure F, the values corresponding to ncarest station shall be used The bridge temperature when the structure is effectively restrained shall be estimated as given in Table 15 below. Table 1 Range of Bridge Temperature Bridge losin baving ‘fence tetneen maxima] Bie tempera to be assed ben te ste is elec ind misinwa ie shad resined epee sme Mew of nasinun sd wii] sinbade lengeraue = 10 bicker cai eae ‘Mew of nasi wl sinbale tenpeatue 2 Sq bicheerisritl For metallic structures the extreme range of] effective bridge temperature to be considered| in the design shall beas follows 1) Snowbound areas from—35°C to+50°C 2) For other areas (Maximum air shade] ‘temperature + 15°C) to (minimum ait shade| ‘temperature — 10°C), Shade air temperatures are to be obtained from Annexure-R, the bridge shall be estimated from the maximum and minimum shade air temperature given in Annexure F For bridge locations other than the stations listed in Annexure F, the values corresponding to nearest station shall be used. Minimum and maximum effective bridge temperatures (Temi and Te,max) would be lesser or more respectively than the corresponding minimum and maximum shade air temperatures (min and T,max). In determining load effects due to temperature restraint in bridges, the inital effective bridge temperatures (To,max & To,min), when the structure is effectively restrained, shall be taken as datum in calculating the expansion upto the maximum effective bridge temperature (Tesmax) and contraction down to the minimum effective bridge temperature (Tesmin) ie, Due to uncertainty in determining initial cffective bridge temperature at which structure is restrained, an upper and lower bound of this temperature are assumed, The effective bridge temperatures for design Rise & Fall in temperature shall be estimated as givenin Table 15 below: Table 15: Range of Effective Bridge ‘Temperature aie Tae abe SL INDIAN HIGHWAYS MAY 2021 31NOTIFICATION si, No. ‘Clause No, Page No. For Read For Conerete and Steel Concrete Composite Bridges: Te, max=T max+4 °C. Te, min=T min For Metallic structures: The extreme range of effective bridge temperatures to be considered in the design shall be as follows: Te, max=Tmax+15°C Te,min=Tmin-10°C For Metallic Structures in Snowbound areas for which shade air temperatures are not available Te, max= 50°C Te,min=-35°C ‘To=0.5(Te,maxtTe,min) Initial effective bridge temperatures when the structure is restrained shall be calculated by using Table-1S. Clause No. 2153 (Pg. No. 56) 215.3 Temperature Differences Effect of temperature difference within the superstructure shall be derived from positive temperature differences which occur when conditions are such that solar radiation and other effects cause a gain in heat through the top surface of the superstructure. Conversely, reverse temperature differences are such that heat is lost from the top surface of the bridge deck asa result ofre-radiation and other effects. Positive and reverse temperature differences for the purpose of design of concrete bridg decks shall be assumed as shown in Fig. 17a, These design provisions are applicable to concrete bridge decks with about 50 mm ‘wearing surface. So far as steel and composite decks are concerned, Fig. 17b may be referred for assessing the effect of temperature gradient, 215.3 Temperature Differences Effect of temperature difference within the superstructure shall be derived from positive temperature differences which occur when conditions are such that solar radiation and other effects cause @ gain in heat through the top surface of the superstructure. Conversely, reverse temperature differences are such that heat is lost from the top surface of the bridge deck as a result of re-radiation and other effects. Positive and reverse temperature differences for the purpose of design of concrete bridge decks shall be assumed as shown in Fig. 15a, So far as steel concrete composite decks are concemed, Fig. 1Sb shall be referred for assessing the effect of temperature gradient. Fig. 1S¢ shows temperature gradient forsteel decks. ‘These design provisions are applicable to bridge decks with 50 mm wearing surface ‘Temperature differences for other thicknesses of surfacing are given in Table 15A,1SB and 1SC. as given below. 32 INDIAN HIGHWAYS MAY 2021NOTIFICATIO! Si] Clause No. For Read No.| Page No. Temperature difference within walls of Hollow Piers: Hollow piers may be designed for temperature difference between inner and outer faces of walls of such structures. The recommended value for linear temperature difference across the thickness is 10°C. Table 15 A-Recommended Values of AT for Concrete Bridge Deck Depth of Temperature Difference in “C Section | Surtacing | —Fositive (Rise) Reverse (Fall) i) | Thickness = mam AH] aT pat] an] at) aT] ar 2 [3 2 [3 | 4 oz 3 [sa [ass aaa 100 [8s [350s] 200s [05 as oF 30 [7a [4e [ia [oa [23 [06 [32 Too Pr20 30s pasa oe 5 Too [130302063 fs 0 UF 30 [ars [40] aaa [aa [aa ps8 io [3530 Pas [re [ar [as [0 1 xo [ars [a0] aap -t0s Pa [aa p33 Too [3530p as] a0 spss sts 30 [ars [40] 21 [-106 [07 [0s 66 Too [13530 as fsa pos pono ps Depth] sat “Temperature Diference ‘Surfacing "Temperatare Difference (©) Remarks ing : _ 1940 | akan | Pst i) Reverse Fall Thc Pen Ri) Beene io ral m om ATL ATL ATL An mm aml [ama] ats] are ATL 02 0 180 4 44 4 Vasurfaced | 30 16 6 3 4 For Box i io 7 35 7 Ba ps pa J Secons eps |e ps | ]s wpe [e]e pe ps m | m [oe | fs a [a = 05 RarlSeon Table 15B-Recommended Values of AT for Steel Table 15C-Recommended Values of AT for Steel Concrete Composite Deck Deck Note: For intermediate values of Depth and Surfacing Thickness, values of Temperature Differences may be interpolated. Si] Clause No. For Read No.| Page No. 4.| Clause No. [2154 Material Properties 215.4 Material Properties 2154 |For the purposes of calculating te [For the purposes of calculating temperature (Pe.No.59) | effects, the coefficient of thermal expansion for -nt of thermal expansion for IRCC, PSC and steel structure may be taken as [RCC PSC and steel structure may be taken as 12.0x10°7C, 2ox16 INDIAN HIGHWAYS MAY 2021 33Read Fig. 17a: Design Temperature Differences for Conerete Bridge Decks Hm) 2 4 neo 1k Tec a Exiting Fig. 17a & 17b Replaced with Fig, Sa, 15b & 15e Type of Constuton * ores -atteeree (AT) ax ss is Fig. 1Sa Temperature Differences for Concrete bridge Decks With $0 mm surfacing “ype of Consuston ip Fig. 17b: Te Steel and Composite Se. Note: For intermediate slab thickness, T, may be interpolated Temperate erence TTL F Composite bridge Decks With 50m 1Sb Temperature Differences for Steel Conerete mm surfacing Temperate a “Type of Constructor = iferoes (ary Ta Pome ee) [ty Revove Fall Pee snrncne n ne (a) Stel RIGH OREIGS | ncosm are eo pote Suara o a ‘d] noose age ave | neon ane se Fig, 1Se Temperature Differences for Ste With 50 mm surfacing sel bridge Decks 34 INDIAN HIGHWAYS | MAY 2021NOTIFICATION (Clause 220.1) Annex E Clause No.) For Read Page No. AnnexE | Annex E ng Annex E (Clause 220.1) Replaced with Annex E (Clause 220.1) (Clause 220.1) | (Clause 220.1) ‘Nenanm Ditenson of Nevgatotl ‘Minin Cearanes ross cw Jae PD eT 8 |B |e tins [ca Chane ctassiricatt | cLasstrica |} ** [28% [age Tenet aa ONOFIN | TION OF ee fr | aofonar| na | foes | fog LAND WATER Watenwys of @ fe fe ta) | wi] © Py foyer ways In inpiA| WATERWA ma (Pe, No 101) vw | nso aw fin] » foe] | woffa] a | 30 | snus oo | sa] a | se o| so a] so [sions | | xe [am] 0 fam] x | wm] ao w | wo fruacr] S| xo fam] 0 | 20] 5 | mf of ow : 2 | 9] 9 Jn fins] ge | ae | 20 fw wf wfaf w Tics a was | Eo | fav] @ | vf a Takes a vases | 5 | wo | as rn |Notes: 1) SPY; Self Propelled Vehicle: L-Overall Length; B-Beam Width; D- LoadedDraf 2) Minimum Depth of Channel should be available for 952%oftheyear 3) The vertical clearance shall be available inat least 75% of he portion of ‘each ofthespans in entre width ofthe waterway during leanseason. 4) Reference levels for vertical clearance in different ypes of channels is given below A) For rivers, over Navigational High Flood Level (NHFL), which is the highest Flood level ata frequency of 5% in any year over a period of last wenty years B) Fortidal canals, overthe highest high waterlevel ©) For other canals, over designed for supply level INDIAN HIGHWAYS —_| MAY 2021 35Amendment No. 3 /IRC: SP NOTIFICATION NOTIFICATION NO. 42 To 14-2018/February, 2021 (Effective from 1" May, 2021) IRC: SP:114-2018 “Guidelines for Seismic Design of Road Bridges” ‘Clause No. No.| _and Page No] For Read 1] Clause 2.2. St No ix) Scope of Guidelines ix) The earthquake resistant design due to| ground motion effects has been included in| these guidelines. The ground surface rupture, tsunami, landslides and near-field effects of| ix) The earthquake resistant design due to ground motion effects has been included in these guidelines. The ground surface rupture, tsunami and landslides are not included in preferably be based on consecutive 7 years! data, In any case, the scour depth to be| eonsidered for design during seismic shall not be less than 0.9 times the maximum design scour depth, (Pg.no.5) | earthquake hazards are not included in these| these guidelines guidelines 2| Clause 2.4 iii] The scour to be considered during seismic | For scour under seismic condition, reference design shall be based on average of yearly| to relevant clauses of IRC : 78 shall be made (Pg.no.6) | maximum design floods. The average may| 3] Clause 2.5 (Pg. no. 6) 2.5 Seismic Effects on Bridges The seismic effects on bridges can be classified as (i) Seismic displacements (i) Pier failure (ii) Expansion Joint failure (iv) ring failure (vi) Abutment slumping and (vii) foundation failure, (viii) Partial and complete collapse of bridges due to soil liquefaction. 2.5 Seismic Effects on Bridges ‘The seismic effects on bridges can cause (i) Excessive displacements (ii) Pier failure (iii) Expansion Joint faiture (iv) bearing failure (¥) Abutment slumping and (vi) foundation failure, (vii) Partial and complete collapse of bridges due to soil liquefaction, 4 | Clause 2.6, ili, The bridges with design life of up to 100) iii, The bridges with design life of up to 100 StNoiii, | years may be designed for DBE only. The| years shall be designed for DBE only. bridges with design life of more than 100) (Pg.no.7) | years may be designed both for DBE and| McE. S| Table2.1 | (eg, where the soil up to 30 m depth has|( e.g , where the soil up to 30 m depth has Si.nto,4 | average SPTN value equal toorlessthan 20) | average SPT (N values -uncorrected) value (Pg. n0. 9) equalto orless than 20) 6} Clause 2.7.1 Definitions, 29. Seismic Weight Total dead load plus portion of live load as per| relevant clause of IRC:6 29 Seismic Weight Total dead load plus portion of ive load (Pe, n0. 12) 32. ZoneFactor 2: 32. Zone Factor: ‘A factor to obtain the design spectrum A factor to obtain the design spectrum | depending on the perceived seismic risk ofthe depending on the perceived seismic risk of zone in which the structure is located. This the zone in which the structure is located, factor applies to maximum considered This factor applies to maximum considered earthquake (MCE). The factor Z/2 applies to carthquake Design Basis earthquake (DBE), 36 INDIAN WIGHWays_ | MAY 2021NOTIFICATION S.] Clause No. For Read No.|_and Page No. 7 |Clause No. 2.7.2, | A, Design seismic horizontal coefficient A, Design horizontal scismic coefficient Symbols (Pg. no. 13) Clause No. 3.4.2 Jc) Flexible Elastomeric bearings where the| bearing allows relative movements between| ©) Flexible Elastomeric bearings where the bearing allows relative movements between (Pg.no.21) superstructure and substructure by its|superstructure and substructure by its lcxibility and by preventing the transmission] flexibility and by limiting the transmission of Jof harmful forces, bending moments and] seismic induced forces and vibration. vibrations. 9] Clause No. fin case of elastomeric bearings used with| Elastomeric bearings ( low and high damping. 3.42, last para arrangements as in (iii), these bearings shall| type) shall perform as “Isolation Bearings” foe designed as ‘isolation bearings. Low| wherever used with arrangement as in (ii) for (Pg. 0.22) | damping bearing can also be used as isolation | which reference can be made to IRC: 83 for bearing for which reference can be made to| their design. Substructure and foundations IRC:83. For use of high damping bearing|under such bearings shall be designed as pet reference to Chapter 8 shall be made procedure given in Chapter-10 10 Clause No. 3.7. [Seismic isolation devices! bearings are|Seismic isolation devices/ bearings may be 3"para provided in multi span continuous bridges| provided on all the supports in multi span which are rigid or stiff with time period less| continuous bridges to reduce the seismic (Pe, n0.23) gran 1.0 seconds, founded on firm soi stata|demand by enhancing the time period and to reduce the seismic demand by enhancing} increasing the damping for which reference to the time period and increasing the damping | Chapter-10 shall be made, 11 | Clause No. 4.2.3 | Vertical Component of Seismic Action Vertical Component of Seismic Action (Pg. no. 25) and Notification No 14 effective irom 31 Jan 2019 [Analysis for vertical seismic action requires time period of superstructure in vertical ditection. Time period for the superstructure| has to be worked out separately using the property of the superstructure, in order to estimate the scismic acceleration coefficient (Saig) for vertical acceleration. It can be| lobtained by free vibration analysis of| superstructure using standard structural Janalysis software. However, for simply supported superstructure with nearly uniform| flexural rigidity, the fundamental time period| Tv, for vertical motion can be estimated using] [mn 2p m VE Eq4. Analysis for vertical seismic action requires time period of superstructure in vertical direction, Time petiod for the superstructure has to be worked out separately using the property of the superstructure, in order to estimate the seismic acceleration coefficient (Saig) for vertical acceleration. It can be obtained by free vibration analysis of superstructure using standard structural analysis software, However, for simply supported superstructure with nearly uniform flexural rigidity, the fundamental time period Ty, for vertical motion can be estimated using the expression: Eq4.t INDIAN HIGHWAYS | May 2021 37NOTIFICATION No,| Clause No. and Page No. For Where, 1 is the span metres, m is the mass per unit| length (N-m), and El isthe flexural rigidity o the superstructure in Nm. The spectra for vertical ground motions may| be taken as two-thirds of that for horizontal motions. Where, Lis the span, /m is the mass per unit length=Wig W=Seismic weight per unit length |g =Acceleration due to gravity {lis the flexural rigidity of the superstructure All units should be consistent The seismic coefficient for vertical ground motions may be taken as two-thirds of that for horizontal motions. Clause No. 4.4, para Ist (Pg. no. 27) For bridges founded on sof” medium soil where deep foundation is used for the purpose of seismic analysis, soil structure interaction shall be considered. However, it shall not be considered for open foundation on rocky strata Soil structure interaction should beconsidered for analysis of structures with deep foundations passing through soft/medium soils. However, it need not be considered for open foundation. Clause No. 4.5 (Pg, n0.29) Bridges are designed to resist design basis earthquake (DBE) level, or other higher or lower magnitude of forces, depending on the consequences of their partial or complete non- availability, due to damage or failure from seismic events, The level of design force is obtained by multiplying (Z/2) by factor "', [which represents seismic importance of the structure, Bridges are designed to resist design basis earthquake (DBE) level of forces. The level of design force is obtained by multiplying (2/2) by factor 'I', which represents seismic importance of the structure. Clause No, 5.2.1 (Pg. no. 36) |The fundamental natural period T (in seconds) of pier/abutment of the bridge along a| horizontal direction may be estimated by the following expression: 20 1000F Where D = Appropriate dead load of the super| structure and live load in KN F = Horizontal force in KN required to be applied at the centre of mass of| superstructure for one mm horizontal deflection atthe top of the pier/ abutment for the earthquake in the transverse direction; and the force to be applied at the top of the bearings for the earthquake inthe longitudinal direction. ‘The fundamental natural period T (in seconds) of pier/abutment of the bridge along a horizontal direction may be estimated by the following expression: 20 1000F Where W = Seismic Weight of the superstructure and appropriate live load in kN F = Horizontal force in kN required to be applied at the centre of mass of| superstructure for one mm horizontal deflection at the top of the pier/ abutment for the carthquake in the transverse direction; and the force to be applied at the top of the bearings for the earthquake inthe longitudinal direction. 38 INDIAN HIGHWAYS MAY 2021NOTIFICATION ‘Clause No. and Page No. For Read 15] Clause No, 54 [Bridges and its components shall be designed] Bridges and their components shall be and constructed to resist the effets of design] designed and constructed to resist the effects of| (Pg. no. 39) | Horizontal Seismic force specified above. But| design Horizontal Seismic force Specified regardless of horizontal seismic acceleration| above. But regardless of horizontal seismic coefficient A, arrived at as per clause 5.2.1.,) acceleration coefficient A, arrived at as per| bridges shall have lateral load resisting system] clause 5.2.1& 5.2.2., bridges shall have lateral capable of resisting horizontal seismic] toad resisting system capable of resisting acceleration coefficient not less than A. | horizontal forces arising out of seismic siven in Table5.2 below acceleration coefficient not less than A, given in Table5.2below. 16 | Clause No. 63.4634 Ductlity Capacityand Demand |6.3.4 Ductility Capacity and Demand The global displacement capacity of structure (Pe.n0.42) | neuld not be less than the estimated] 24 displacement demands under a design| ror quctile detailing, provision given in earthquake and local displacement capacity of| Chapter 9 shall be adopted its individual members, The ductility capacity shouldbe greater than ductility demand 17 Clause No. 6.4.1,]iii, In order to ensure elastic behavior in]In order to ensure elastic behavior of| superstructure capacity design principle shall] superstructure of integral bridges, seismic StNo.iii Jeadopted foroes arrived from capacity design principle (Pe no 2) {applied to substructure) shall be adopted 18 | Clause No. 6.4.4 [Pile foundation may experience limited] Pile foundation may experience inelastic Pg. no, 43 and CI} inclastic deformation at their top. In such] deformation at their top. In such cases, these 1A cases, these regions should be designed and| regions should be designed and dotailed for lastlines | detailed for ductility ductility (Pg. n0. 51) 19] Clause No, |v. BridgePierwith Elastomeric Bearings: |v. Capacity design effets in Pie or abutments 7.343 |In the bridge piers supporting elastomerie| with sliding or Elastomeric Bearings used in St.Nov& vi | bearings and intended to have ductile| combination with fixed bearings/connections: behaviour, members where no plastic hinges| In the bridges where elastomer/sliding (Pe.n0. 51) | ace intended to form and which resist shear bearings are used in combination with fixed forces from the bearings shall be designed for the capacity design effects in bearings, that is, the maximum shear force that these bearings would transmit to the pier under seismic conditions. The capacity design effect in the bearing shall thus be calculated on the basis of maximum deformation of the bearings corresponding to design displacement of the deck and a bearing stiffness increased by 30%. bearing or monolithic connection between piers & deck or seismic links which resist seismic forves and intended to have ductile behaviour, members where no plastic hinges are intended to form, shears and moments in these piers or abutments are calculated assuming that the bearings develop the following “capacities”: a) For elastomeric bearings: @ horizontal force equal to Yq =1.30 multiplied by the INDIAN HIGHWAYS MAY 2021 39NOTIFICATION (Pg. no. 66 & 67) Zones IV & V Following arrangements for| different types of the commonly used bearings shall be incorporated in the bridges, appropriately: ’) Longitudinal Direction a. Incase of simply supported superstructure ‘Clause No. For Read and Page No. vi. Bridge Piers with Sliding Bearings: horizontal stiffness of the bearing, GAY, [When sliding bearing pancipate inthe plastic] multiplied by the maximum bearing mechanism, their capacity shall be assumed] deformation corresponding to the total equal toy Re design displacement of the deck, d,, atthe where: “ horizontal level where it is seated on the 1.30 is a magnifi fa for fr bearing. The value of d,, is estimated from ¥o.~ 1.30 is a magnification factor for friction} Cyause 8.5.2.5.1. Coefficient y,, with a due to ageing effects and R,is the maximum] CNS SPT30 se weant ta wecount fon design friction force of the bearing. potential hardening of the bearing due to ageing, etc, from its installation (possibly asareplacement) until the seismic event bb) For sliding bearings: a horizontal force of Yq Ruy where R,, is the maximum design friction force, equal to the maximum friction coefficient multiplied by the maximum vertical reaction inthe seismic design situation and y,=1.30 20 Clause No. [Provisions given in Chapter 9 for ductile| Provisions given in Chapter 9 for ductile 8.3.5, detailing of members subjected to seismic| detailing of members subjected to seismic Last para [forces shall be adopted for design off forces shall be adopted for design of| supporting components of the bridge. Further, | SuPPorting components of the bridge. Further, (Pe, no. 59) _ the design shear force at the critical sections of| He cePacity design shear forces and moments substructures shall be the lower of the! foundations shall be considered as given in following: Chapter. 8) Maximum clastic shear force atthe critical section of the bridge component divided by the response reduction factor for the components as per Table 4.1 Jb) Maximum shear force that develops when the substructure has maximum moment that it can sustain (ie., the over strength plastic moment capacity) in single column, or single-pier type substructure, €) Maximum shear force that is developed ‘when plastic moment hinges are formed in the substructure so as to form a collapse mechanism in multiple column frame type or multiple-pier type substructures, in which the plastic moment capacity shall be the over strength plastic moment capacity 21] Clause No. [85.2.1 Bearing Arrangements in Seismic|®5.2.1 Bearing Arrangements in Seismic 85.2.1 Zones II, 1V&V Following arrangements for different types of the commonly used bearings shall be incorporated inthe bridges, appropriately i) Longitudinal Direction a, Incase of simply supported superstructure 40 INDIAN HIGHWAYS MAY 2021NOTIFICATION ‘Clause No, and Page No. For Read supported on elastomeric bearings, where| clastomeric bearings, without in-built fixity arrangements are provided, separate Seismic| Reaction Blocks or Pins for carrying the| horizontal forces shall be provided at all longitudinally restrained bearing locations. Seismic Reaction Blocks shall be provided| Jwith sufficient slack to accommodate movement of the free elastomeric bearings, as| appropriate. These Seismic Reaction Blocks| shall be designed for full capacity design| forces ignoring any force shared by other| bearings. See fig 8.3 a) forillustrations. [b, Atrestrained bearing location, elastomeric| [bearing without in-built fixity arrangements| shall not be used as fixed bearing. The| restrained bearing (clastomeric bearing with| in-built fixity arrangement also permitted as| restrained bearing) shall be designed for| capacity design forces. And, additional seismic Reaction Blocks shall be provided for additional safety, which shall be designed with R value same as that for the pier or abutment, as the case may be. See fig 8.3 b) for illustrations. c, Alternative to the b) above at restrained] piers, the vertical load carying beating may| be free in longitudinal direction, in which case| Seismic Reaction Blocks shall be designed to carry the capacity design forces for the entire| horizontal force. Sec fig8.3c) fr illustrations. 4._ Incase of integral bridges or semi-integral bridges or where atleast one pier is monolithic| with the superstructure in a continuous superstructure module, requirements of fixity of a), b) & c) above don't apply. In this case, the piers with bearings may be provided with| any appropriate type of bearings, with or Jwithout Reaction Blocks for Transfer of] transverse horizontal forces, supported on elastomeric bearings, where elastomeric bearings, without in-built fixity arrangements are provided, separate Seismic Reaction Blocks or Pins for carrying the horizontal forces shall be provided at all longitudinally restrained bearing locations. Seismic Reaction Blocks shall be provided with sufficient slack to accommodate ‘movement of the free elastomeric bearings, as appropriate. These Seismic Reaction Blocks shall be designed for forces as per Table 4.1 and_notes given below it ignoring any force shared by other bearings. See fig 8.3 a) for illustrations b, Atrestrained bearing location, elastomeric bearing without in-built fixity arrangements shall not be used as fixed bearing. The restrained bearing (elastomeric bearing with in-built fixity arrangement also permitted as restrained bearing) shall be designed for capacity design forces. And, additional seismic Reaction Blocks shall be provided for additional safety, which shall be designed for forces as per Table 4.1 and notes given below it. Sec fig 8.3 b) forillustrations ¢. Alternative to the b) above at restrained piers, the vertical load carrying bearing may be free in longitudinal direction, in which case Seismic Reaction Blocks shall be designed for forces as per Table 4.1 and notes given below it for the entire horizontal force. See fig 8.3 ¢) forillustrations. 4._ Incase of integral bridges or semi-integral bridges or where at least one pier is monolithic with the superstructure in continuous superstructure module, requirements of fixity of a), b) & c) above do not apply. In this ease, the piers with bearings may be provided with any appropriate type of bearings, for transfer of transverse horizontal forces for which additional seismic Reaction Blocks shall be provided at such bearing locations which shall be designed for forces as per Table 4.1 and notes given below it. Ti) Transverse Direction a, At all longitudinally free or restrained bearing locations (simply supported or continuous superstructure) Seismic Reaction ii) Transverse Direction a. At all longitudinally free or restrained bearing locations (simply supported or continuous superstructure) Seismic Reaction INDIAN HIGHWAYS | May 2021 41NOTIFICATION ‘Clause No. and Page No. For Read Blocks shall be provided in transverse direction] at cach pier location. In case the vertical load| canying beating is transversely free ot in an] elastomeric bearing, without in-built fixity arrangements, Seismic Reaction Blocks shall be designed for capacity design forces. In case transversely restrained bearings (clastomeric bearings with in-built fixity arrangement also [permitted as restrained bearing) are provided at longitudinally fre piers, these bearings shall be designed for eapacity design forees and separat| scismic attachments, designed with R_ value same as that for the pier, shall be provided for additional safety. See fig 83 for illustrations Blocks shall be provided in transverse direction at each pier location. In case the vertical load carrying bearing is transversely free or is an elastomeric bearing, without in-built fixity arrangements, Seismic Reaction Blocks shall be designed for forcesas per Table 4.1 and notes ‘given below it. In case transversely restrained earings (elasiomeric bearings with in-built fixity arrangement also permitted as restrained beating) are provided at longitudinally free piers, these bearings shall be designed for capacity design forces and separate seismic attachments, designed with R value as per Table 4.1 and notes given below it, shall be provided foradditional safety. See fig 83 for illustrations. 22 Clause No. 85.2.2 (Pg. no. 68) Restrained Bearings In Seismic zones TV & V. the design seismic actions on Restrained bearings shall be determined as for capacity design. Restrained| bearings may be designed solely forthe effets of| the design seismic combinations, provided that they can be replaced without difficulty and that seismic reaction blocks are provided for| aitional safety which are designed with R value same as fr the pier’ abutment, as the case may be. Restrained Bearings In Seismic zones III, IV & V, the design seismic actions on Restrained bearings shall be determined as for capacity design. Restrained bearings may be designed solely for the effects of the design seismic combinations, provided that they can be replaced without difficulty and that seismic reaction blocks are provided for additional safety which are designed with R value as given Table 4.1 and notes below it. 23 Clause No. 85.2.5.1 (Pg, no. 68 and 69) 8.5.2.5.1Atan end support on an abutment or end pier the minimum overlap length 1, may be estimated as follows L,-htd,+4, Where d,,=€L,<24, &-24/L, |, isthe minimum support length=40em 4 is the effective displacement of the two displacement, d, is the design value of the peak ground] 4 displacement = 0.0254,8T.T, L, is the distance beyond which ground| | motion may be considered uncorrelated; taken as500m, a isthe ground acceleration Sisthe soil factor 'T. is the upper limit of the period of the constant part of the spectral acceleration }=0.4 for Type I (Rock or Hard Soil) N>30 0.5 for Type Il (Medium Soil) =0.65 for'Type Ill (Soft Soil) N<10 'T, is the value defining the beginning of the constant displacement response range of the parts due to different seismic ground] dy 8.5.2.5.1 At an end support on an abutment or end pier the minimum overlap length, may be estimatedas follows: Lick ded Whered,-€.L4<24, £-2d/L, 1, is the minimum support length for the safe Wansmission of the vertical reaction, but not less than 400 mm. is the effective displacement ofthe two parts dic to different seismic ground displacement, is the design value of the peak ground displacement =0.025 a, Te where ag is the ground acceleration=(Z/2) I g ‘Z=Zone factor and Lis importance factor ‘g-acceleration due to gravity in m/sec* L, is the distance beyond which ground motion miay be considered completely uncorrelated; taken as 500m yin meters T. is the upper limit of the period of the constant part of the spectral acceleration (04 see for Type I (Rock or Hard Soil) with N> 30 = 0,55 sec for Type II (Medium Soil) with 10>N<30 0,61 see for Type III (Soft Soil) 42 INDIAN HIGHWAYS MAY 2021NOTIFICATION ‘Clause No. and Page No. For Read spectrum =2.0 4, is the effective seismic displacement of the support due to the deformation of the| structure, estimated as follows: © For decks fixed at piers either monolithically| or through fixed bearings, J, = dey, where d,,is the total longitudinal design seismic displacement, = de + 4+ 0.504, where d, = design seismic displacement 4, = long term displacement due to permanent Jand quasi-permanent actions (eg. post- tensioning, shrinkage and creep of concrete) d,= displacement due to thermal movements ]y,= combination factor for quasi-permanent value of thermal action T,, is the value defining the beginning of the constant displacement response range of the spectrum=2.0sec d,s the total displacement of the support due 10 the deformation of the structure during seismic situation, estimated as follows: + Fordecks fixed at piers ether monolithically orthrough fixed bearings, 4,,= dy, where d, isis the total design value of the longitudinal displacement in the seismic = 1.0, where D is the distance (m) ofthe cross section under consideration from the expansion joint. Asi is a factor given in Table A8.1 accounting for element type (c.g. continuous beam) and takes into account the damaging effect of traffic depending on the critical length of the influence line or arca, aa is a factor that takes into account the traffic volume, Baa = (N/0.1) 0/2) Where Nis the numberof cycles per year in millions and the denominator. 1 isbasedon 10 million eyclesin 100 years. For the bridges on all expressways, national highways and tate highways, Aya=| 0 shall be use. Yaa = (Nyears/ 1000/9) Where W,. isthe design life of the bridge in years and k, isa factor given in table A8,2 & A8.3. Forthe design life Ave 1,025 to consider the effect of commercial vehicles loaded on adjacent lanes Table A8.1 Factors Sections over Allother areas of | Simply intermediate support | continuous span _ | Supported| area (with hogging span Deck slab moments) of continuous spans 10m* | 90m* | 1om* | 90m* oe 2m* | 9m* T | Reinforcing steel, pre- tensioning; post- tensioning strand in plastic ducts or 0.95 13 118 1.25 118 1 1.25 straight tendons in steel ducts 2 | Curved tendons in. 1.05 14 1.35 14 1.35 125 | 145 steel ducts 3 | Splicing devices 1.35 17 172 | 178 172 - - 4 | Shear reinforcement 118 1.25 1.18 1.25 12 1 1.25 * Values given here are for two values of critical length of influence lines, for in between lengths, values to be linearly interpolated. For critical length less than 10m, values given for 10m can be used and critical length more than 90m. specialist literature may be referred. Critical influence line length: ‘The determination of the As factors requires the value of the critical influence line length of the cross section under consideration, Following rules shall be used for determining it Forthe definition of mid-span & intermediate support region, see Figure A8.1 a) for bending moments: ‘© forasimply supported beam, its span length; INDIAN HIGHWAYS —_| MAY 2021 47NOTIFICATION ‘+ forcantileverspan, the length of cant ‘+ forcontinuous beams in mid-span regions, the span length L, ofthe span under consideration; ‘+ forcontinuous beams in support regions, the average of the two spans L, and L, adjacentto that support, i. Lat L)2 ») for shear, for both simply supported and continuous beams: ‘+ forintermediate support regions, the span under consideration L; ‘© formid-span regions, 0.4. L, and L, being the span under consideration, Trespan seston SPOT SSCIOT Te 5a SoCTOT otst.| Figure A8.1: Definition of Mid-span and Intermediate Support Regions For reinforcing or prestressing steel and splicing devi A8.2is satisfied: es adequate fatigue resistance should be assumed if the equation Yesae® Adsequ(N") Gast Where: 7 1n(Ao) is the applied number of eycles fora stress range Ao, ‘N(Ao))is the resisting number of range do, A8.5 Modification of Stresses in Reinforcing Steel in Prestressed Members Under Fatigue Loading Miner summation The effect of differences in bond behavior of prestressing and reinforcing steel shall be taken into account by increasing the stress range in the reinforcing stee! calculated under the assumption of perfect bond by the factor 7: _ Ast A As + AvyEO/®p) ” INDIAN HIGHWAYS —_| MAY 2021 49NOTIFICATION Where, 11 is the factor which increases the stress in the reinforcing steel due to differences in bond behavior between prestreating tnd reinforeing sca A, isthe area of enforcing sel A, isthe enol prestessing steel ‘A, sth smallest diameter ofthe reinforcing ste inthe rlevaneros-section 4 isthe diameter ofthe presressng see (for bundles an equivalent diameter 1.6 /Apischose, where is the eoss-scton area of the bundle) & {isthe ratio of bond strength of presressng steel and reinforcing sel For pos-teaioned members te folowing value maybe sed 2=02 for pain pressing witedbars 20.4 for strands $0.6 for ribbed prstesing wires 2 1.0 for ribbed prestesing bars For pretesioned members the following values may be sed @= 06 for strands €=0.7 for indented wires, £05 for ribbed presuesing wirefbars A8.6 Inclination of the Compressive struts 0,, for Design of Shear Reinforcement Inthe design of the shear reinforcement the inclination of the compressive struts 0, may be calculated using a strut and tie ‘model or in accordance with expression below tan (Ou) = N(tan (®)) < 1.0. whore 0 is the angle of concrete compression struts fo the beam axis assumed in ULS design (see 10.3.3) NOTIFICATION NO. 44 Amendment No. 2/IRC:24-2010/February, 2021 (Effective from 1" MAY, 2021) To IRC:24-2010 “Standard Specifications And Code of Practice for Road Bridges” Section V Steel Road Bridges (Limit State Method) (Third Revision) SL] Clause No. For Read INo.| Page No. 1] Clause [New clause [Plates with changes in plate thickness shall be welded adjacent to the transverse 509.7.15, stiffener, see Figure x.x. The effects of eccentricity need not be taken into (Pg. no.110) account unless the distance to the stiffener from the welded junction exceeds b/2 Jor 200 mm whichever is the smallest, where b, is the width of the plate between, longitudinal stiffeners. <.min (Bor 200 mm) | ~~ 2 1 Transverse stiffener 2 Transverse weld Figure x.x: Welded plates 50 INDIAN HIGHWAYS | MAY 2021NOTIFICATION NOTIFICATION NO. 45 Amendment No. 2/IRC:22-2015/Rebruary, 2021 (Effective from 1" May, 2021) IR To -2015 “Standard Specifications and Code of Practice for Road Bridges Section VI Composite Construction” (Limit State Design) (Third Revision) SL] Clause No, For Read No.|__ Page No. 1] Clause No. [If the flexural tensile stress in concrete thus [If the flexural tensile stress in concrete 603.1, | calculated exceeds the tensile strength of conerete, | thus calculated exceeds the tensile (Pg.n0. 11) | fos.a8given in Table 6,5 of IRC:112-2011 strength of concrete, f., 0f fag 8 given in Second para Table 6.5 of IRC12 2 | Clause No. 611.2 Field testing of Stud shear 6112, connectors (Pg. no. 67) The following field tests shall be (New clause conducted on every steel concrete composite bridge before pouring of| conerete: Visual inspection: 1. Weld to a stud shear connector should form a complete collar around the shank, be free from eracks and other defects like twist, bends etc. And excessive splashes of weld material. 2, Weld to a stud shear connector should havea' steel blue appearane ‘Tests to check the fixing of shear studs: 1. Ring test: the fixing of studs after being ‘welded in position shall be tested to the satisfaction of the engineer in change by striking the side of the head of the stud witha 2 kg hammer. Aringing tone after striking indicates good fus whereas a dull tone indicates a lack of fusion. All studs need to be checked by aring test. 2. Bend test: any stud selected by the engineer in charge shall be capable of being bent by striking the side of the ad of the stud with a 6 kg hammer until its head is displaced laterally a distance of approximately 25% of the height of the stud from its original position. The weld should then be checked for signs of cracking or lack of fusion. Stud should not be bent back as this is likely to damage the weld. The testingrate shouldbe | in 50, INDIAN HIGHWAYS MAY 2021 SINOTIFICATION NOTIFICATION NO. 46 Amendment No.L/IRC: 120-2018/February, 2021 (Effective from 1" May, 2021) To IRC:SP:120-2018 “Explanatory Handbook to IRC:22-2015 Standard Specifications and Code of Practice for Road Bridges, Section - VI - Composite Construction” Clause No. For Read Page No. 1] Section 63, [The following table presents the summary of | The following table presents the summary (Pg. no. 69) | unfactored forces forthe primary forces taken from | of unfactored forces for the primary STAAD. forces taken from grillage analysis: NOTIFICATION NO. 47 Amendment No. 2/IRC: SP: 37-2010/February, 2021 (Effective from 1” May, 2021) To 17-2010 “Guidelines for Evaluation of Load Carrying Capacity of Bridges” (First Revision) IRC: § Si] Clause No. For Read No.| Page No. 1 | Clause No. [Add new Sub-Clause | For Girder Bridges 8.5.8(b) (Pe. 20.33) (The deficetion or the percentage re satisfy the limits specified in 8.6.2 ery of deflection docs not i). Signs of distress in the shape of eracks with a width more than 0.3 mm in the tensile zone of the girders for normal cases and 0.2 mm for structures exposed to very severe and adverse conditions or conspicuous diagonal cracks close to support are observed.” 52 INDIAN HIGHWAYS | MAY 2021